Bar-shaped car retarder of the directcontrol type



P- SCHODE BAR-SHAPED CAR RETARDER OF THE DIRECT-CONTROL TYPE Filed March 9, 1955 2 Sheets-Sheet 1 INVENTOR BY P; S C H O D E ATTORNEY 31F, M a N July5, 1960 I P. SCI-{ODE 2,943,709

BAR-SHAPED CAR RETARDER OF THE DIRECT-CONTROL TYPE Filed March 9, 1955 2 Sheets-Sheet 2 INVENTOR.

P. S C H O D E.

ATTORNEY United: States Patent CAR RETARDER OF THE DIRECT- CONTROL TYPE Paul Schiide, Wuppertal-Barmen, Bogenstrasse 60, Germany BA'RHSHAPED The invention relates to a bar-shaped car retarder of the direct-control type in which, as is well known, the necessary desired pressure is produced by an operating action from the outside. The hitherto conventional barshaped car retarders of this type, developed in particular for high retardation effects, required great driving machine plants and control arrangements because, according to the respective construction, either all of the brake beams including their supports had to be lifted, via power transmission elements, from a lowered position (50 mm. above rail level) that is necessary for movements of locomotives over the retarder, into an elevated retarding position (120 mm. above rail level), or the rails had to be correspondingly lowered. With the modern types of retarders also the cars to be retarded have to be lifted by the elevator mechanism of the brake panel, because the pressure is produced by the weight of the cars and is controlled with a considerable power consumption.

Other types of brakes, developed for small retardation effects, permit the brake beams to remain in the lowered position (50 mm. above rail level) and only move them to the sides, with a considerable power consumption on slide plates.

The invention is based on the problem of trying to obtain small and medium retardation effects with the aid of. small power consumption, the most simple driving aggregates and small control forces. According to the invention this is achieved thereby that, on the one hand supporting frames are provided which support two brake beams on opposite sides of the rail and are movable transversally'in relation to the rail axis on roller surfaces (for compensating the pressure conditions in the supporting frame), remain unchanged with respect to the rail level and, at the same time, receive the springsuspended driving levers, on the other hand, in that the outer brake beams are lifted from a lowered position (50 mm. above rail level), by means of a longitudinally acting variable controlling force serving to obtain a greater retardation effect, into a braking position thereby accomplishing, at the same time, with the aid of small controlling forces a narrowing of the brake groove that is required for the actual retarding operation.

' By means of a replacement-detaching spring that is arranged to act in opposition to the controlling force along the brake beams, or by means of an additional detaching force and via a driving mechanism the driving levers, which are journalled in the said supporting frames, and upon releasing the controlling forces, are moved back in such a way that at a simultaneous opening of the brake groove there will also be attained again the open position of the brake beams (clearance 50 mm. above rail level). The limits of stroke for the supporting frames, andthe limits of lift for the brake beams are of conventional design.

The above-mentioned and other features and objects of this invention and the manner of attaining them will be come more apparent and the invention itself will be best understood by reference to the following description of an embodiment of the invention taken in conjunction with the accompanying drawings, wherein:

Fig. 1 is a plan view of my invention with the brake shoes being shown in open or released positions;

Fig. 2 is a side elevation of the structure shown in Fig. l;

Fig. 3A is an end view partly in section taken along the line 3-3 in Fig. 2 and shows the brake shoes in operated 'or braking position;

Fig. 3B is an end view partly in section similar to the showing in Fig. 3A with the difference that the brake shoes are shown in released or unoperated position;

Fig. 4A is a plan view of the supporting elements and actuating apparatus of the device and shown in the actuated or braking position with the brake shoes and track broken away to show the remaining structure more clearly, and

Fig. 4B is a plan view similar to that shown in Fig. 4A with the difference that the apparatus is shown in the released position.

Referring now to Fig. 1 there is shown a plan view of my invention. There is shown a single track rail 7, which is oneof a pair and which rests upon the ties 7at. Spaced along the longitudinal axes of the rails there are disposed pairs of rail supports 1, 2 extending into the ballast. The supports 1, 2, may be in the form of I-beams as shown in Fig. 2. The rail 7 is supported on brackets 7a, 7b fastened to the top flat face of members 1 and 2. Each pair of beams 1, 2 define therebetween a recess or chamber 2a. At the bottom of each recess 2a there is disposed a pair of co-linearly spaced plates 4 which plates may be more clearly seen in Fig. 3A. The plates 4 constitute a track which is transverse to the axes of the tracks 7 over which pairs of parallel supporting frames 3 may move; the frames 3 having pairs of wheels 3a and as clearly shown in Fig. 4A, the wheels 31): are afiixed to the frames 3 by means of axles 3b and support the frames for linear rolling motion on plates 4. The frames 3 consist of a pair of substantially U-shaped elements with opposite arms 30 and 3d of the U extending upwardly along each side of the track rail 7. The frames 3 are maintained in a parallel position with respect'to each other by means of the attached connecting portion 11, most clearly shown in Fig. 4A. Fixedly attached to the inner arm 30 of the frames 3 is a first brake shoe 5 which extends transversely across each of'the frames 3, as shown in Fig. 1. Brake shoe 5 will be seen to extend parallel to the longitudinal axis of track rail 7 and is adjacent the inside rail surface. There is provided another brake shoe member 6 which is movably mounted on each of the supporting frames 3 in the portion thereof indicated generally at 32 by means of pairs of parallel supporting links 8. Each pair of supporting links 8 is spacedly mounted between both ofthe supporting frames 3 at one end by pivots 8a which pivots extend through each frame 3 and are similarly pivoted at their. other ends to the brake shoe supporting plate 6a by means of pivots 8b. The brake shoe 6 is fastened to the plate 6a by suitable bolts 6b. The brake shoes 5 and6 are adapted to be moved toward the rail 7 to exert arise-like grip against a vehiclewheel (not shown) vise-like motion will now be described.

Extending parallel to the brake shoe 6, there are a series of linked connecting rods 13 of which two are shown completely in Fig. l. The connecting rods are supported for sliding movement in brackets 13a (see Fig. 4A) fastened to the top flat face of member 2 and intercoupled by means of coupling links 14 each co'upling link being, associated with afldifferent one of: the pairs of supporting frames 3. The coupling links 14 aref..provided with pivots 15- and 16 at-opposite, ends thereof, each of which pivots serve to pivotally connect an adjacent connecting rod theretoi Intermediate the pivots 15 and 16 there is a-third pivot 17. Pivot 17 connects. one end of a pair of parallel tQEglc links 9 and a roller 20 disposed between said links as is clearly shown in Fig. 3A. The other end of each pair of toggle links, -9 is pivotally connected to a. movable element 9a. and which element is adapted to move within the recess or chamber defined between the sides of the adjacent supporting frame element :3 and is guided, by an integral -arm-19 which slides through a suitable opening in member 11'. Disposed between the element 9a and the support 11, there is disposed a compression spring 10. and Whichnormally tends to .urgeapart theelements -9a and -11. The toggle elements 9 are adapted to assume an angle of less than 90 with respect to the longitudinal axis of the brake shoe 6. The connecting rods 13 are adapted to be normally urged in a right hand direction bymeans of a restoring spring 12 coupled between one end of a connecting rod and a fixed point, the said spring being adapted to urge the connecting rods in the direction of the arrow L, as shown in Fig. l. The connecting rods 13 are adapted to be urged against the tension spring 12 in the direction of the arrow by means of a suitable prime mover (not shown) which may be an electro mechanical drive or a pneumatic or hydraulic drive of known type and therefore not further described here.

The operation of the device is as follows: Movement of the connecting rods 13 in the direction of the arrow S causes each pair of toggles 9 to exert a force against elements 9a, springs and elements '11 and tend to move the elements '11 and their associated supporting frame pairs 3 in a direction so as to compress springs 10, which direction is transverse to the longitudinal axis of the track 7. When the supporting frames 3 have moved a predetermined distance, the toggle links 9 cause, the rollers 20 to describe a planetary movement against the outer surface of the brake shoe 6 andv thereby causes the movement of the brake shoe 6in the direction toward the track 7 by means of the parallel links 8. It will be seen that the brake shoe 6 will also move in an upward direction with respect to the track due to the action of the parallel links 8, and therefore to the position shown in Fig. 3A. The width of the roller 20 should be sufficient to maintain contact with the brake shoe 6 in either its operated or unonerated position.

It will be seen that a compound series of movements are obtained from a single motive source, namely, brake shoe 5 is moved toward track 7 in a straight line by reason of the linear motion of members 3, and brake shoe 6 is moved both toward rail 7 and is raised in height as it approaches rail 7 by reason of the said linear motion of members 3 and the pivoting motion of supports 8. In other words the connecting rods 13 move-in a direction parallel to the tracks and in so doing they move the brake shoe 5 perpendicular to the track without changmg the vertical relation of brake shoe 5 with respect to the track. At the same time the brake shoe 6. isymoved perpendicular to the track and is also raised above the track. The springs 10 act as equalization springs and automatically compensate for the varying thickness of a vehicle wheel which may be braked. By applying coincident pressure from both brake shoes 5 and 6, there will be. no tendency for the inner brake shoe to urge the wheel outwardly and possibly cause a change in the track gauge. The angle of the toggle links 9 is so chosen as to give an optimum power transmission to the sup porting frame 3 and the movable shoe 6.

While I have described above the principles of my invention in connection with specific apparatus, it is to be clearly understood that this description is made only by way of example and not as .a limitation to the scope of my invention as set forth in the objects thereof and in the accompanying claims.

What is claimed is:

1. Apparatus for braking a railway wheel as it moves along a track rail, comprisingmovable supporting means arranged to be moved beneath said rail to braking and non-braking positions in a direction transverse to the longitudinal axis of the rail, a first brake shoe, a second brake shoe each extending parallel to the rail and disposed respectively on opposite sides thereof, said first brake shoe being fixedly attached to said supporting means, said second brake shoe. being attached to said supporting means through first pivoted link means, means coacting with said supporting means to cause said first link means to pivot during the movement of said supporting means to braking position to cause said second brake shoe tomove in two components of direction one of which-is in said transverse direction and the other of which is inclined to said transverse direction whereby said second brake shoe is raised with respect to the rail and with respect to the first brake shoe during braking, actuating means extending substantially parallel to said rail and arranged to be moved ina direction which is substantially normal to said transverse direction, second pivoted link means interconnecting said actuating means with said supporting means and arranged to move said supporting means in said transverse direction, and roller means coupled to said second link means whereby move,- ment of said actuating means in a direction substantially parallel to said rail causes said first and second link means to describe arcs in respectively normal directions to each other and thereby to move said supporting means in said transverse direction to bring said first brake shoe into braking contact withone side of the vehicle wheel riding on said rail wheel urging said second brake shoe into braking contact with the other side of the vehicle wheel but at a different level with respect to the first brake shoe.

2. Braking apparatus as claimed in claim 1 wherein said actuating means includes a restoring spring adapted to exert a force in a direction substantially parallel to the rail whereby said supporting means and said brake shoes are moved to non-braking position.

3. Railway braking apparatus as claimed in claim 1, wherein each of said. supporting means comprises a pair of parallel frame members having a substantially U- shaped configuration interconnected at opposite ends thereof, and a plurality of wheels attached to. the bottom portions of said members, and fixedly mounted plates upon which said wheels ride during the said transverse movement of said supporting means.

4. Railway braking apparatus as claimed in claim 3, wherein each of said coupling means comprises a mov-- able element, a compression spring intermediate said movable element and an interconnected end of said frame members, said second pivoted link means having one end. pivotally attached, to said, movable element and the other end pivotally attached to said actuating means, said roller being attached to said second pivoted link and abutting,

against said movable shoe.

5. Railway braking apparatus as claimed in claim- 1 wherein said first pivoted link means comprises a pair of spaced parallel links each having one end pivotally connected to said second shoe and the other end pivotally connected to a side of one of said frame members, whereby said frame member, said parallel. links: and said movable shoeform a parallelogram.

6. Railway braking apparatus as claimed in claim 1, wherein said actuating means comprises a plurality of co-linear connecting rods and a plurality of connecting links pivotally interconnecting adjacent said rods, respectively.

References Cited in the file of this patent UNITED STATES PATENTS Atwood Mar. 22, 1910 Wenzel July 12, 1932 

